Collective Works Jack-Henry Bresa 2014-2018
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PRODUCED BY AN AUTODESK STUDENT VERSION
PRODUCED BY AN AUTODESK STUDENT VERSION
PRODUCED BY AN AUTODESK STUDENT VERSION
Master Plan for Perth Cycling Interventions
Nørrebro Green Route
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20yr Strategy for the Urban Growth in Copenhagen
Transportation Network
100 Year City - Transportation Network Proposal
Welcome Park
Newman Townsite Community Project
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Gnangara Parkland
Rehabilitation of Pine Plantations
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East Perth Foreshore Ferry Terminal Development
Miscellaneous
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Letter of Reccommendation, Other works
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PRODUCED BY AN AUTODESK STUDENT VERSION
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Cycle City
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Resume, Skills
PRODUCED BY AN AUTODESK STUDENT VERSION
Provocations bring change, this can be said for the some of the most siginficant urban developments in modern history, to create ambitious and provocative projects have the ability to inspire and force positive change in cities.
CONTENTS
PRODUCED BY AN AUTODESK STUDENT VERSION
People need dramatic examples to drive them from apathy.
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PRODUCED BY AN AUTODESK STUDENT VERSION
Collective Works
PRODUCED BY AN AUTODESK STUDENT VERSION
About
PRODUCED BY AN AUTODESK STUDENT VERSION
PRODUCED BY AN AUTODESK STUDENT VERSION
PRODUCED BY AN AUTODESK STUDENT VERSION
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RESUME EDUCATION 2014 - 2018 | The University of Western Australia | Perth Master in Landscape Architecture Bachelor of Design in Landscape Architecture 2017
| University of Copenhagen | Copenhagen Exchange Program studying Master in Landscape Architecture
2011 - 2013 | University of Notre Dame | Fremantle Bachelor of Commerce in Economics & Finance
EXPERIENCE Apr - Dec 2018
| Plan E Landscape Architects
| Subiaco
Student Landscape Architect See: Letter of Recommendation
Mar - Aug 2018
| Martin Cuthbert Landscaping | Claremont Landscape Draftsman
2012 - present
| Accento Home | Claremont Designer & Assistant Project Manager
Sep - Nov 2013
| Work Focus Group Corporate Services Intern
| Herdsman
ACCREDITATION & AWARDS 2015 | The University of Western Australia | Perth Honoured Project for Exhibition 2017 | University of Copenhagen | Copenhagen Honoured Project for Exhibition INVOLVEMENT 2018 | The University of Western Australia | Perth Perth International Committee Member 2018 | Cottesloe Roosters Football Club | Cottesloe Vice-Captian 2016 - 2018 | St. Hilda’s Anglican School for Girls | Mosman Park School Sporting Coach
Jack-Henry Bresa Mobile Email
11 Warnham rd Cottesloe, 6011 +614 33 116 600 jh.bresa4@gmail.com
SKILLS AutoCAD Autodesk Revit Google Sketchup Vray Rhinocerous
Adobe Photoshop Adobe InDesign Adobe Illustrator Microsoft Office Lumion
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Cycling has the potential to be so much more than a transport, it puts people back on the street level. The local store, something that was so adored in the 20th century may have a rennissance as the task of travel becomes seamless, and one doesnt seek to go to malls and clusters to save effort. Famous urban activist Jane Jacobs emphasised the importance of the street: “streets and their sidewalks- the main public places of a city- are its most vital organs”. The sidewalk is one that has been lost in Perth, and is something that is not to be understated in a city.
Cycle City The thesis proposal was a critical analysis of Perth’s cycling culture and state and furthermore through the research from this, understanding what can be done to increase cycling, and therefore establish a legitimate cycling culture within the city. This typology anaylsis, implementation strategy sets the scene for effective cycling transit. The creation of a cycling center is the evolution of this strategy. Offering a strong statement towards cycling, and being the catalyst for change in Perth.
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2018
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Cycle City
Case Study
LEGISLATIVE SUPPORT: PORTLAND WAS ONE OF THE FIRST CITIES IN AMERICA WITH A CYCLING PLAN, CONTRARY TO THE NATIONAL NARRATIVE, HOWEVER CYCLING DID NOT GAIN LEGITIMATE TRACTION UNTIL THE 1990’S, WHEN ACTIVISTS STARTED BIKE SHARING CHARATABLE EVENTS. THIS LED TO A PUSH IN GOVERNMENTAL SUPPORT WHICH LED TO THE SECOND PLAN WHICH LED FOR AN OUTLAY OF 445 MILES OF CYCLING INFRASTRUCTURE. WITH A RELATIVE SUCCESS IN THEIR CYCLING GOALS (HAVING THE LARGEST COMMUTER SHARE IN THE COUNTRY) THIS ATTITUDE TOWARDS BIKE CENTRIC ROADS CONTINUED TO GATHER MOMENTUM, WITH MORE AMBITIOUS PLANS FOR THE NEXT TWENTY YEARS. FOLLOWING LEGESLATIVE APPROVAL IN 2011, PORTLAND LOWERED SPEED LIMITS FROM 40 TO 30KM/H ON 110KM OF DESIGNATED NEIGHBOURHOOD GREENWAY STREETS TO INCREASE SAFETY FOR INCREASINGLY HEAVY USE BY OEDESTRIANS AND CYCLISTS. THIS LEGESLATIVE SHIFT REPRESENTS AN UNPRECEDENTED STANCE BY A CITY AND SETS THE PRECEDENCE FOR FUTURE ATTITUDES TOWARDS HUMAN SAFETY.
PORTLAND // OREGON 45.5122° N, 122.6587° W
WHAT MAKES PORTLAND AN EFFECTIVE CYCLING CITY? INFRASTRUCTURE: OFTEN THE FIRST INDICATOR DUE TO ITS VISUAL PROMINENCE IS THE IMPACT THAT DEDICATED CYCLING INFRASTRCTURE HAS UPON THE CITIES STREETSCAPE. IN FEBUARY OF 2011 (THE INTRODUCTORY YEAR OF THE PORTLAND CYCLING PLAN FOR 2030) THERE WERE 303 MILES OF BIKEWAYS IN PORTLAND. WHICH INCLUDED 46 MILES OF NEIGHBOURHOOD GREENWAYS, 179 MILES OF SEPERATED IN-ROADS & 78 MILES OF OFF-STREET TRAILS. THESE ARE DESCRIBED AS FOLLOWS: GREENWAYS: STREETS WITH LOW MOTORIZED TRAFFIC VOLUMES AND SPEEDS WHERE BICYCLE TRAVEL IS GIVEN PRIOTITY AND WHERE SIGNS, MARKINGS, TRAFFIC CALMING AND OTHER IMPROVEMENTS ARE USED TO DISCOURAGE THROUGH TRIPS BY MOTOR VEHICLES AND CREATE SAFE, CONVENIENT BICYCLE CROSSINGS OF BUSY ARTERIAL STREETS. Downtown Portland
OFF-STREET TRAILS: TRAILS ARE BIKEWAYS THAT ARE OUTSIDE OF THE ROADWAY AND FULLY SEPERATED FROM MOTORIZED TRAFFIC. THEY PROVIDE BICYCLE CONNECTIONS ALONG CORRIDORS POORLY SERVED BY STREETS AND LINK BICYCLE TRIP ORIGINS TO DESTINATIONS ALONG CONTINUOUS GREENBELTS NEAR RIVERS AND OTHER NATURAL AREAS. THIS FORMS THE WEB OF A MUCH MORE INTRICATE NETWORK. THE MOST ACCURATE REFLECTION OF PORTLANDS COMMITMENT TO THE CYCLING CAUSE IS FOUND IN ITS TILIKUM CROSSING BRIDGE. IT IS CLOSED FOR PRIVATE CARS AND IS EXCLUSIVELY USED FOR PEDESTRIANS, BIKES AND MEANS OF PUBLIC TRANSPORTATION. THIS BRIDGE IS RESPONSIBLE FOR AROUND 9% OF PORTLANDS DAILY COMMUTER TRAFFIC. WHERE THIS IS ONE OF FIVE CYCLING FREINDLY BRIDGES THAT CONSITIUTE CROSSINGS ON THE WILLIAMETTE RIVER.
Cycle Tracks + Lanes
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SEPERATED IN-ROADS: THESE INCLUDE BIKE LANES THAT ARE A PORTION OF A ROADWAY DESIGNATED BY A VISUAL STRIPE AND BICYCLE SYMBOL THAT IS PROTECTED BY LAW FOR EXCLUSIVE BIKE TRAVEL. WIDE BIKE LANES THAT ARE OFTEN BUFFERED THAT ACHIEVE GREATER CAPACITY AND COMFORTABLE EXPERIENCE FOR CYCLISTS. AND CYCLE TRACKS THAT ARE AN EXCLUSIVE BICYCLE FACILITY ADJACENT TO THE ROADWAY BUT SEPERATED FROM MOTOR TRAFFIC BY A PHYSICAL BUFFER.
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Cycling Infrastructure in Portland
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Cycle City
Site Analysis
PERTH // WESTERN AUSTRALIA 31.9505° S, 115.8605° E SHAKESPEARE BIKE BOULEVARD THIS PARTICULAR PROJECT IS THE FIRST OF ITS KIND IN PERTH AS PART OF THE SAFE ACTIVE STREETS PROGRAM, AND WAS UNDERTAKEN BY THE CITY OF VINCENT. THE SAFE ACTIVE STREETS PROGRAM IS DESIGNED TO CREATE A SAFER ROAD NETWRK FOR CYCLISTS ON SPECIFICALLY RESIDENTIAL AND QUIET LOCAL STREETS. ITS AIMS WERE TO CREATE A STREET OR ‘BICYCLE BOULEVARD’ THAT ARE TO BE COHESIVELY SHARED BY CYCLISTS AND CARS. WITH QUIET, LOW-SPEED AND LOW TRAFFIC CONSIDERATIONS TO DRIVE THE DESIGN OF THE STREET. ON THE NORTH SIDE IS GREEN STREET AND THE SOUTH IS SCARBOROUGH BEACH ROAD, AND ITS PURPOSE IS NOT ONLY TO CREATE A LANEWAY FOR TRAVEL TO AND FROM THESE STREETS BUT TO USE IT AS A FACILITATOR FOR CYCLIST TRAFFIC THAT PLANS TO GO TO A MULTITUDE OF DESTINATIONS. THE DESIGN CONSISTS OF A COMPETELY SHARED ROAD, RAISED INTERSECTIONS AND A SERIES OF SLOW POINTS FOR CARS DESIGNED TO STAGNATE A JOURNEY MAKING IT QUICKER TO FIND ALTERNATIVE ROUTES OR SIMPLY DRIVE SLOWER. WHERE FOR BICYCLES THE CONCEPT IS TO USE THIS STREET AS A CONNECTION TO OTHER CYCLING ROUTES THROUGHOUT THE CITY. THERE ARE MANY MERITS OF THIS PROJECT AND ITS DESIGN OF THIS AS IT IS SUCCESSFUL IN CREATING A SAFE ENVIRONMENT FOR CYCLISTS. HOWEVER MY CRITICISMS OF THE PROJECT FORCE ME TO ASK WHETHER OR NOT THIS IS APPLICABLE TO MANY STREETS AROUND PERTH, AS IT IS COMBATIVE IN NATURE TO MOTOR TRAFFIC. WHILST THIS IS MORE OF A PROTOTYPE PROJECT FOR FUTURE PLANNING, THE STREET ITSELF IS RESIDENTIAL AND STUDENT DOESNT VERSION CONSIDER WHETHER THIS PRODUCEDIN BYNATURE AN AUTODESK WOULD BE SUCCESSFUL ON BUSY MOTOR TRANSIT ROUTES. HOWEVER DOES MAKE A SUGGESTION FOR A WAY THAT BUSIER RESIDENTIAL STREETS SHOULD BE DESIGNED. DUE TO A DECREASED SPEED LIMIT OF 30KM/H IT DOES BEGIN TO SUGGEST TO SURROUDNING RESIDENTS REGUARLY USING THIS STREET THAT CYCLING MAY BE A VIABLE ALTERNATIVE THAT COULD COMPETE WITH THE TRAVEL TIME OF MOTOR VEHICLES.
Green Space
Highways + Rail
Water
Paths
The methodology was firstly to identify relevant literature that provided knowledge on firstly what issues were present, secondly an understanding of what can help overcome the issues, and lastly to use case studies on multiple cities to determine why their city is such an effecting cycling location. The gaze was mainly upon Nordic examples, namely Copenhagen as they present themselves as the most PRODUCED BY AN AUTODE progressive cycling nation on earth. However with research on how this came to be, a conclusion was brought to that their culture was forged over decades and gnerations and therefore is part of their national identity. Consequently the attention was drawn then to Portland (USA) & Seville (Spain) as they are modern examples of a motor city with a sudden and evolving cycling narrative. These are more relevant because of the timeline in which the turnaround was witnssed. An analysis of this drew important information and methods to how a city can facilitate such a change, and how people embrace it. An understanding of cycling interventions and methods forced to try and understand Perth’s cycling culture, and if these foreign ideals are relevant in an Australian context. With a site analysis of Perth, governing plans and current cycling attiudes creation of an implementation plan was approved.
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Contours
Buildings
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Roads
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5KM & 10KM RADIUS FROM PERTH TRAIN STATION
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Cycle City
Koorliny Network
THE WORD KOOLINY IS THE WHADJUK WORD FOR MOVEMENT. PRODUCED BY AN AUTODESK STUDENT VERSION
The Koorliny Network is a defined transportation strategy with an emphasis on fast and safe travel for cyclists. With a development in public infrastructure and the growth of the Perth city, the need for a more organised transportation network is realised. With also increasing population comes hand in hand a increase in the count of cars in the city. To aviod congestion a greater emphasis on alternative modes of public and private transport must be considered by the public. Cycling presents itself as a carbon-neutral, active and free exercise for travel around the city. The City of Perth has planned multiple transport initiatives including METRONET and iterations of a city cycling plan where the Koorliny Network is a integrated plan aimed at proposing a cycling network that is to be married with these plans. Offering a set of effective cycling infrastructure street typologies and implementation strategy that aims at future development.
Segregated Lanes
-To create bicyle paths on main and secondary streets to connect cyclists to major destinations, including direct routes between established public transportation networks -Create a safe environment in which people are encouraged to cycle, through the use of traffic calming measures and enhanced cycling infrastructure -Enhance the streetscape of the areas outlined in the implementation plan by increasing vegetation -Provide the framework for future development of the network
In order to achieve this, a focus is to be drawn upon five major subject areas: -Cycling Tracks and Lanes with improved infrastructure -Improved cycling conditions of current cycling tracks -Bicycle Parking -Combined Cycling and Public Transport -Green Cycle Routes
Low -Impact Lanes
Painted Lanes
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Koorliny Network
The Koorliny network, is based upon a collection of knowledge and examples from many different precedents. The information and conclusions gathered from the Case Studies and literature reviews ultimately hasd created three common similarities that all contirbute to a successful cycling environment. Firstly being physcial barriers, being primarily the amount of dedicated cycle infrastructure installed in a city. The key is creating a physical barrier between cars and cyclists. This results in safety, segregation and road ediquite outcomes. Secondly, a governing body that is willing to sacrifice car parking bays and road space in preference to cycle lanes is imperative. One that has the foresight to understand the importance of this issue is of paramount importance. Accessibility is the last and this describes the ease in which cyclists can navigate in comparisson to cars. If it is simply easier to ride instead of drive, which in many places it is, it leads ot success. This can be achieved by creating priority lanes and spaces on roads for bikes, and making parking safe and close to places of interest.
Physical Barriers
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Methodology:
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Aims of the Koorliny Network:
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High-Impact Lanes
Willing Authority
Accessibility
Common Factors
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Segregated Lane
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Low Impact Hump
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High Impact Lane
The creation of four versions of street typology were constructed to be used as part of the network. These four are distinct and vary due to the type and popularity of the street. Segregated barriers are the most severe as they create at least 500mm of seperation, and are used for major roads. High-Impact are common as they create complete seperation by way of curb or elevated lane. Low impact, use plastic humps, that are in intervals along a road, create physcial barriers, however are most car friendly. Lastly painted streets, are merely visual indicators of cycle traffic and are used for siubruban streets.
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Cycle City
THE TRAIN TRACKS ARE CURRENTLY A BLEMISH ON THE PRECINCT, AND WITH A DESIGNED LANDSCAPE OVER THESE WOULD CLEARLY DEFINE THE BOUNDARIES OF THE PRECINCT. WHILST ALSO ALLOWING CONTINUITY ALONG THE KOORLINY NETWORK. BEAUFORT & BARRACK STREET HAVE BEEN IDENTIFIED AS SOME OF THE PRIMARY ROUTES IN THE NETWORK, DUE TO THEIR CURRENT POPULARITY, AND ALSO CREATE DIRECT CONNECTIONS TO THE NORTHERN SUBURBS, AND TRANSIT ROUTES. THE SQUARE WOULD ULTIMATELY BE THE EPICENTER OF THE KOORLINY NETWORK, AND BE USED AS A CENTRAL GUIDE FOR THE ENTIRE EXTENDED ROUTE.
The creation of four versions of street typology were constructed to be used as part of the network. These four are distinct and vary due to the type and popularity of the street. Segregated barriers are the most severe as they create at least 500mm of seperation, and are used for major roads. High-Impact are common as they create complete seperation by way of curb or elevated lane. Low impact, use plastic humps, that are in intervals along a road, create physcial barriers, however are most car friendly. Lastly painted streets, are merely visual indicators of cycle traffic and are used for siubruban streets.
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WITH DEVELOPMENT IN THE PERTH CULTURAL CENTER, THE POTENTIAL TO CREATE A CONCLUSION TO THIS PRECINCT GIVES THE LOCATION A SIGINIFCANT ADVANTAGE. THE LINEAR NATURE IN RELATION TO ELIZABETH QUAY AND THE BELL TOWER MAKES IT POSSIBLE TO FACILITATE PEDESTRIAN TRAFFIC FROM THE CULTRUAL CENTER AND TRAIN/BUS STATION TO THESE LOCATIONS.
PRODUCED BY AN AUTODESK STUDENT VERSION
THE SITE IS CURRENTLY PARK OF PERTH’S RAIL NETWORK, AND HAS NO SIGNIFICANT HABITABLE PLACES, BEYOND A CAR PARK AND SMALL VERGE ON EITHER SIDE. HOWEVER THE BRIDGE BETWEEN ROE AND WELLINGTON STREET IS SITUATED IN AN ADVANTAGEOUS LOCATION, DUE TO THE FRONTAGE TO THE TRAIN STATION AND IS THE CONCLUSION TO BEAUFORT STREET AT THE CITY SIDE.
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Plan of Structure
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Plan
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Site Selection
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Cycle Center
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Cycle City
Cycle Center
Long Section
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Cycle City
The cycling center is the host of all forms of cycling in the city. The roof provides a secure location for the storage of bicycles within the city. Not only this, but furthermore the base of the bike sharing system, and information center. The concept is to create a center that is at the emphasis of the Koorliny Network that is used as a facilitator of cycling traffic. It is also made to be the evolution of the Perth cultural center, a public open space that is interactive in nature, however can also be a place of refuge.
To design for bicycles, any space must firstly create harmony between cyclists and pedestrians, ths requires not excluding one from the other. Design at human scale - One can often get lost in the urban confides of the city, public space must not alienate the human, the structures therefore must be in proportion to the individual.
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Bike Sharing Station
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Center Elevation
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This also signals the conclusion to the transportation center of Perth. With the train station and then following the bus station. This continuation of services enhances the current ethos of the center.
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By creating this square along a major traffic thoroughfare, the uses can stay relatively the same. However replacing cehicular traffic with bicycles and trams as part of the future devrelopment of METRONET.
Copenhagen presents itself as one of the most progressive societies in the World, where this is primarily represented by the notion of the ‘Best Bike City on Earth’. This notion is manifested in the people, culture and places of Denmark who proudly parade their pro-cycling community, and set guidelines for future nations and societies to emulate their own. It is a fact that 50 percent of Copenhageners, and 45 percent of those working or studying cycle to work every day and furthermore 80 percent of these feel safe whilst doing so.
Nørrebro Green Route The Nørrebro ‘Green’ Route Strategy was a task devised from a process of multiple stages to create reason and rationale behind the strategy. This started with interviews, which gave direction to what are the needs and wants of the citizens of Norrebro. This in turn resulted in a dedicated route for pedestrian access where users were able to experience the city like they were walking through a park, however juxtaposed with the urban backdrop of the suburb. These routes were outlined by creating connection between current green spaces and furthermore transforming current and creating new green spaces in locations to facilitate these connections.
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2017
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Nørrebro ‘Green’ Route
Site Analysis
Norrebro’s green areas today: Which kind of green areas do residents of Norrebro Prefer? Parks Cemetaries This studio was part of my exchange to Copenhagen in 2017. The breif was to create a urban project in Norrebro, a suburb in the north of Copenhagen. The assignemnt was mean tto be process driven, so identification of the needs of the residents was the first step in understanding what is to be done.
Playgrounds Urban Gardens Shared Courtyard Private Gardens/Yards Other
Norrebro Green Route
What attributes are of importance in any green space?
Green Spaces
Distance Between Spaces
Large Open Spaces
Built Form
Large Trees
Wild Plants
Diversity
Spatious
Very Important
Important
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Tidy
Urban Gardens
Water
Quiet
Lively
Aesthetic
Not Important
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Nørrebro ‘Green’ Route 2020
2025
2030+
Implementation
Phase 1 - Creation of the connections of the green spaces in route 1, whilst enhancing the current green spaces along the proposed route. This also combined with the creation of new green spaces in norther Norrebro. Phase 2 - Extension of route 1, to create a network that services the residents of north Norrebro, mainly connecting the green spaces that were created in phase 1. With population trends expect a growth of 15% by 2027, the need for more residential areas becomes apparent. The decomission and phasing out of industrial factories and workshops on the northern border to make room for residential developments. Also connecting Assistens Cemetary to the lakes through a smaller souther route. Phase 3 - Extension of a third route that enters the transforming former commercial and industrial area in the north. This route creates the majority of the green open space for this region.
Norrebro Green Route - Phase 1
With all the information that was gathered, a picture was created at the type of plan we are trying to make. Identifcation of the issues made it easy to create a desirable palette for us to build from. From this a creation of a term plan was in effect, with three phases designed to transfom the streets of the suburbs. It first began as a plan to create and enhance green spaces. However it quickly evolved into a urban stretegy designed to create harmonious experiences (like that experienced within a park) on the street level. The juxtaposition of the vegetation against the urban backdrop of historical Danish buildings would result in a unique experience within the precinct. One of the unique components of the route is that we wanted to create varied experiences along the route, as the suburb, historically is diverse. The plan to create a range of different experiences throughout is the suburbs manifestation on our plan. This was to be acheived through the design of the streets, and secondly the vegetation and planting palette. Which zones would be identified in the route and assigned a feeling: calm, active & social. Where the selection of the zones would be based primarily on the current green spaces present functions.
The group conducted 80 surveys of residents, with a scope to try and gather information from a variety of people of age, to satsify most demographcs. The questions were firstly directed at understanding their opinions about the current green spaces available in the suburb. This would help us identify what they did like about them or didnt like so that, further in the process create a effective space, and furthermore identify the issues.
Next stage was to identify potentia areas for intervention, as we established that more green spaces were needed, or to enhance the current spaces to create a desired open space. To select these, we visited a large portion of the green spaces in Norrebro to see which ones could be enhanced, and furthermore where there are potential areas that are not currently green spaces, but could be.
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Using GIS mapping i was able to idenitfy whart areas in the suburb were deviod of green space. This was set using a 1 km radius around all green spaces. This provided target areas for intervention.
Creating and enhancing green spaces was not enough as it did not satisfy the critera of a later urban strategy. So a idea to try and create meaningful, and aesthetic green corridors connecting green spaces, mainly for pedestrian and bicycle access.
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Nørrebro ‘Green’ Route
Green Corridor
Park-Street Garden-Street - These streets are the most elaborate streets in the route as they feature a minimum of 50% open green/ground surface. Ideally these streets are car-free, providing most effective facilitation of human cycling traffic. These have the most ubundant vegetation and variation in species, and are the most aesthetically pleasing. Green Corridor - The corridors are reguarlly one way car traffic areas, and one side of the street (usually sunny side) is reserved for vegetation and social areas. Also feature a varied species selection and dense vegetation. Park-Street - Are the most common, as they are the most car freindly, however have enhanced planting verges, and safes cycling lanes. Creating more separation from cars. These typically have large trees to create facades through the streets.
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Garden-Street
Implementation
The creation of street typologies, and a physcial model of particular streets gave the project life, as it allowed a detailed landscape element that went beyond the urban masterplanning paramaters.
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Frederick Law Olmstead conceptualized this notion with public parks through its purpose as a vessel for social interaction. This vein further exemplifies this as it views this ‘park’ not only as a vehicle for social activity, but also as a carrier of recreational and business purposes. This is seen through a series of hubs that act as the faciltitators for this public network, these intersect the green space and bleed out into the urban confides of the city. Also find purpose in their need as primary carriers for circulation for pedestrian traffic.
Transportation Network The plan for Medini embodies these new values within its design, promoting the idea of landscape urbanism. When put simplily, is the rational notion of a city within a park, rather than a park within a city. The masterplan exhibits this ideology through a border of natural green space, and a green vein in the heart of the city. This vein is not realized as simply a park, or a natural space or even a vegetative area, it is viewed as a function of the greater outlook for the city.
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2017
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Site Analysis
I. REGIONAL
II. LOCAL
Operating Scale
Context: Border of Singapore
Urban Patterns
The overall objective was to create a trasnportation hub for this 100 year city. Which included both regional, local and international transit lines. However, this was to be part of a greater landscape ecology, one that would effectively be the heart of this city. A large green corridor would be offset from the urban outline of the city, a very ‘central park-esque’ concept.
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Medini
I. REGIONAL
II. LOCAL
Transportation Hub
The main hub would be built under a landscaped mound that acted as a bridge from certain parts of the city. On top would be a plaza that is elevated in eye level with levels of skyscrapers and would provide vistas throughout the city.
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Protected Green Area
Elevation along north-south axis of main hub
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II. LOCAL
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Medini
Transportation Hub
Rail Hub #2
Main Plaza
Section along north-south axis
Section along east-west axis
View of Plaza from Steps
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Medini
Transportation Hub
Section along east-west axis of main hub
Visually i wanted to rely on strong linework to illustrate the concept. The masterplan was concerned with activiating the city grid to dictate lines of the park. This linear relationship was something i wanted to remain constant throughout, and furthermore is evident in the visual style of the portflio.
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Oral traditions substantiate Aboriginal perspectives and Torres Strait Islander perspectives about the past, present and the future. Concepts and beliefs have been passed on from generation to generation through specific cultural practices, traditions, languages, laws and family relationships. The oral traditions of instruction include storytelling, song, dance, and art- and craft-making.
Newman Welcome Park The newman welcome park is a conceptal project that relies upon a strong relation with indigenous culture and story telling. Where natural elements are at the forefront of this, more specifically trees. Trees have the ability to tell a story, they can be homes, canvas’s, obstructions and evidence of the life cycle. These are all the stories of the Pilbara that i wanted to tell. The physical manifestation of storytelling provides the narrative for the welcome park.
ED BY AN AUTODESK STUDENT VERSION
2016
PRODUCED BY AN AUTODESK STUDENT VERSION
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Newman Welcome Park
Site Analysis
Newman
The site, located in the Pilbara in northern Western Asutralia posed environmental and cultural challenges. I wanted to convey a deep rooted cultural feeling throughout the project through the use of materials and flora.
ED BY AN AUTODESK STUDENT VERSION
PRODUCED BY AN AUTODESK STUDENT VERSION
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Newman Welcome Park
Plan
These large cortened trees would be the emphaiss of the site, they would be engraved and cut with different patterns paying homage to the indigenous motifs of the Pilbara.
PRODUCED BY AN AUTODESK STUDENT VERSION
ED BY AN AUTODESK STUDENT VERSION
The wide open spaces, and large grass areas allow recreation in the park, and provide shade under groves of eucalypts and acacias.
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Sustainibility is a word that is often thrown around as seen as a ‘buzz word’ for all forms of development. To witness a place such as Perth, with Arid/ Mederterranian climate and low natural water resources, this word is more relevant now than ever. Governing bodies have a responsibility to be environmetally conscious, however ‘not ask what your country can do for you, but what you can do for your country’. This issue is ofen up to the individual and the family, which is the platform of the concept. Engagement is the operative word.
Gnangara Parkland The 5500 ha pine plantation has been subject to much debate due to the use of the land once the pines havebeen cleared. The current agreement stripulates that the pines would be cut down with no rehabilitation or seeding expected after the logging period. This logging would also comprimise the poulation of the Black Cranaby Cockatoo as they have nested in this platation. This feeding ground is responsible for 42% of their population. This site is also home to a gravel mine that has a useful life of another 15 years, with minor rehabilitation planned after the projects completion. The final consideration is water usage in the area. The pine plantation site on the Gnangara mound that is one of Perths primary underground water resivoirs.
2016
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Gnangara Parkland
Masterplan
The major challenges of this project was to address the environmental issues facing the site, this brought a more scientifc approach to the concept. Water conservation, widlife rehabilitation steered the project in an applied direction. The concept was to decomission the pine plantation through a phasing strategy that was aimed at protecting the wildlife of the Black Carnaby Cockatoo’s that inhabit the pines. By phasing, they seasonal migration would only be slightly altered, compared to the effect of a sudden disruption of the plantation. The end of the of the pine plantation would be met by a green corridor connecting the suburbs surrounding, which would have a agricultural/community element, and would ultimately conclude with a new community parkland on the eastern side of the corridor. The site also has a series of sand mines which would be the basis for a trekking route that would interact with the mine sites. Where these can be used for extreme sports, and other recreational purposes.
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Gnangara Parkland
Community Parkland
Parkland
‘COMMUNITY CROPS’
Planting Palette
The concept of ‘Community Crops’ is a agricultural service for community engagement. The agricultural corridor is to be lined with a variety of plants that can be harvested for consumer use, whether it is food or a commodity. People would be able to purchase a crop, whether it is one line or an entire field. They would then be in ownership of the produce from the crops, where they are free to do whatever they choose with the produce. The funds created from this would be able to fund the seeding and harvesting in a sustainable manner.
D Eucalyptus kingsmillii Eucalyptus victrix Acacia aneura Eucalyptus youngiana Eucalyptus torquata Eromiphila pterocarpa Eucalyptus brandiana Grevillea eriobotrya Melaleuca fulgens Verticordia chrysantha Banskia ashbyi Grevillea stenobortya Eromiphila glabra Acacia saligna Acacia bivenosa Beaufortia squarossa Scaevola aemula Themeda triandra
J
The key to this is that these crops are to be harvested in a competely eco-friendly manner and using sustainable methods. Where local farmers or horticulturalists can contirbute to the community. Not only this but provides a recreational activity during harvesting. This engages the community and allows them to learn about farming, and how they can take this knowledge into their own homes.
Phasing Strategy
Deforrestation
Seeding
Development
Adaptation
Circulation
Surfaces
Ecology
Infrastructure
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Northern Corridor
The purpose of the community parkland was not only to create a recreational and aesthetic space but also to see this as an opportunity of education. There would be educational and research facilities here centered around west Australian flora and agriculture. Looking toward a sustainible future. The concept pertaining to the rehabilitation of the Gnangara mound and the pine plantation is further invested in the parklands purpose.
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With the expansion of Perth as a city and the newly developed Elizabeth Quay poses an issue speaking mainly from a trasnportatoin perspective. The modern commuter cannot completely rely on their car as a transportation method. With future outlook into development trends and density this issue will only beome more severe if there areent changes in the public narrative or increases in transportation infrastructure arent planned. Perth’s eastern suburbs that lie on the banks of the Swan are in a transportation void, forcing residents to commute primarily by car or bus to the CBD.
East Perth Foreshore The proposal is to revitalize the derelict nature of the Power Station with the addition of the ferry terminal. With development on the power station it has the potential to be one of the most vibrant cultural and social areas in Perth and where possible have tried to facilitate this notion. Looking beyond traditional forms of trasnportation, due to thre cities location along the river ferries can offer efficient and fast transport along the swan. Whilst investigating the need for transport hubs, also the requirement for social centeres comes hand-in-hand.
ED BY AN AUTODESK STUDENT VERSION
2015
PRODUCED BY AN AUTODESK STUDENT VERSION
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East Perth Foreshore
Site Analysis
Pop =70, 656 A2 = 32.8 km Growth = 5,500
Pop =20,762 A2 = 12 km Growth = 12, 600
Pop =40,968 A2 = 32.8 km Growth = 5,500
The brief was to create a series of ferry termianls for the Swan River city link, where we were given sites ot choose from for our locations. The purpose for the selection in Belmont and in Bayswater were primaryly influenced by the proximity from each of the sites and secondly the amount of infrastructure and population in the areas.
D BY AN AUTODESK STUDENT VERSION
PRODUCED BY AN AUTODESK STUDENT VERSION
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East Perth Foreshore
Esplanade
A 25 meter, 3-lane swimming pool can be constructed out of this frame. The pool can also be converted into a purely recreational swimming space, with steps that lead down to the water level. The pool area doesn’t conflict with the primary nature of the island, as a ferry terminal. Commuters aren’t forced, however encouraged to take part in the recreational uses of the island, the linear nature of the jetty and the positioning of the terminal makes the primary function obvious.
ED BY AN AUTODESK STUDENT VERSION
PRODUCED BY AN AUTODESK STUDENT VERSION
The creation of an open water swimming pool in the summer and a green public space in the winter, this added infrastructure has a increased value to the community. This floating island gives commuters the opportunity to interact with the area in a unique way, swimming in the middle of a city that isn’t on the roof of a building or in an aquatic center, But in the confines of the river, with the backdrop of a metropolis.
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East Perth Foreshore
Esplanade
PRODUCED BY AN AUTODESK STUDENT VERSION
ED BY AN AUTODESK STUDENT VERSION
The waterfront is to be built up and made into a boardwalk, this is the first phase in the proposal. The second extends beyond the idea of just a means of transport, but the aquatic extension for the East Perth Power station development.
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East Perth Foreshore
Ferry Terminals
PRODUCED BY AN AUTODESK STUDENT VERSION
ED BY AN AUTODESK STUDENT VERSION
The proposal is to provide public transport access to the growing, high-density residential zone in the immediate vicinity. Access to the Belmont light industrial and public transport running along Great Eastern Highway is also a feature of the Cracknell Terminal. In this case, the key design features and structure sits on the foreshore landscape that has a steep incline from the river edge to the foreshore plateau, and street level. A ramp style structure provides for access for disabled and wheelchair bound people, meeting Australian standards with 1:14 slope. Is anticipated that not only using the waterway as a public transport medium has social and well-being benefits, it is also envisaged that this will cut time of transport from Elizabeth Quay to Belmont, in comparison traditional road based public transport during peak hour times.
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LANDSCAPE ARCHITECTS
414 Rokeby Rd, Subiaco WA 6008 T: 08 9388 9566 Level 2, 707 Collins Street, Melbourne, 3008 T: 03 8391 3313 mail@plane.com.au plane.com.au
WORK EXPERIENCE Accento Home | Designer & Assistant Project Manager The sale of high-end Italian Kitchens in customer showroom Assist in planning and development of home renovations Marketing and advertising for business through promotional periods Designing kitchens and generating 3D visualizations for clients
Martin Cuthbert Landscaping | Landscape Draftsman Constructing landscape drawings, visualisations and plans for clients Assist on the design of residential and small commercial projects
• • •
Work Focus Group | Corporate Services Intern Operate financial recording systems, including cheque and invoice reconciliation Conduct research projects on competitor intelligence under the Group Strategic Analyst Creation of database for all corporate contracts under risk management procedures
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REFERENCES
• • • •
Stephen Gibson | Former University of Western Australia Head of School | E: gibbo3636@hotmail.com Lynn Smith
| Plan E Landscape Architects Business Manager | E: Lsmith@plane.com.au
Angela Cowcher | St. Hilda’s School Sporting Coordinator | P: 0439 998 772
LANDSPACE PTY LTD ACN 056 538 679 ABN 97 470 788 531 Trustee for the BRT Services Unit Trust
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